Electric railway-signal



(No Model.) 4 Sheets- Sheet 1.

E. CHASE.

v ELECTRIC RAILWAY SIGNAL. 180.887,598. Patented Aug. 2, 1887.

Wzl/268868. me/azar. d. 54% 88W. Em Mame,

N. PETERS, Pnmwuxhogrzpher, wnhingmn, D4 C.

(No Model.) 4 sheets-sheet 2. E. M. CHASE.

ELEGTRIC RAILWAY SIGNAL.

i Patented Aug) 2, 1887.

Y EM.-

Ilm Illli 52W/@i021 1 Edam ZZ. 672mg.

n. PErEns. Phono-mman, wmmgmn. D, c.

(No Model.) 4 Sheets-#Sheet E. M. CHASE.

ELECTRIC RAILWAY SIGNAL,

N0. 367.598. Patented Aug. 2, 1887.l

N. Punks, mwmhognpawr, washing, o, a

(No Model.) n 4 Sheets-Sheet'fl.

y E. -M.GHASE.

VELEGTRIG RAILWAY SIGNAL..

Patented Aug.f2, 1887.

N. PETERS Phnmlixbognpher, wa-Jngton. D. C,

UNITED STATES PATENT OFFICE.

EDWARD hi. CH ASE, OF EOSTON, MASSACHUSETTS.

ELECTRIC RAILWAY-SIGNAL.v

SPECIFICATION forming part of Letters Patent No. 367,598, dated August v2, 1887.

Application iilerl November 9, 1886. Serial No. 218,431. (No model.)

To all whom it may concern.-

Beit known that I, EDWARD M. CnirsE, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Electric Railway-Signals; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had tothe accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification. Y

This invention relates to that class of railway-operating signals in which a magnetogenerator having mechanism interconnecting it with the rail-line is operated by the action of a passing train to create a current, and thereby excite electro-magnets with their1 co operating parts and cause them to set to danger77 or restore to ,safety77 visual signals con` nceted therewith, and thus in a double-track system protect' the' rear of the train in its travel along the track.

The primary object in my improvements is to enable the mechanism which constitutes the apparatus as an entirety to be rendered efficient and servieeably active by the impact of a single wheel of a passing train upon oppositely-disposed inclined lever-bars contiguous to the rail regardless of the speed of the train; secondly, my improvements consist in the arrangement ot' mechanism with apair 0f timebellows actively operated by the impact of the wheels, whereby the apparatus is maintained inactive after the first impact and during the passage of the train, or for a longer intei-val, if desired, thirdly, in the prevention of the rotation of the armature of the magnetogenerator and its operating mechanism for a brief period after the impact is imparted by the train to the primary actuating mechanism of the apparatus, whereby energy is stored in the driving mechanism ot' the armature, and the generator is thus always rotated with speed sufficient to create an effective current; fourthly, in the combination, with a magneto generator and its rotating armature and primary mechanism operatedby a passing train, of interconnecti ng armatn re-im pellin g mechanism,

which consists in a loosclymounted ratchetwheel and spur-gear and a pawl-bearing arm operated by awiper-cam through a spring medium, whereby the direct thrusts or shocks from the wheel impact is obviated.

Furthermore, myimprovements consist in combination with a magneto-generator oper ated by a passingtrain of apparatus controlled by electro-magnets excited by the generator, whereby visual signals arranged along the line may besetto dangeri7 or restored to safety,77 and are automatically locked against accidental turning, while the winding of the actuating mechanism therefor is effected by an airreceiver and opcrating-diaphragm through the agency of an air impulse created by the timebellows at the passing of each train, as more particularly hereinafter specitied and described.

The drawings accompanying this specification represent, in Figure 1, an-elevation, front side, and Fig. 2 a similar View of the rear side,of an apparatus for electrically operating railway-signals, and embodying in part my invention. Fig. 3 is an end elevation of the same apparatus, lookingin the direction of arrow l in Fig. 2, while Fig. et is a plan of the intermediate mechanism, connecting the apparatus with the rail, and by means of which the impact from the passage of each train thereby is caused to operate visual signals. FiO. 5 is a perspective view, enlarged, of the shaft and its operative mechanism, which actuates the bellows and the magneto-generator. Fig. Gis a longitudinal section ot' a portion of said shaft, showing the loose attachment of the pawl-carrying arm, and Fig. 7 is a transverse section thereof on line yg/ in Fig. 6. Fig. Sis the brake mechanism by which the armature of the magneto-generator is held stationary until energy is stored suficient to operate it, caused by the passage of a train. Figs. 9 and 10 represent, respectively, a side elevation and end view of the signal-operating mechanism, while Fig. 1l is a sectional elevation of the upper portion thereof on line a" in Fig. l0. Fig. 12 is an isometric view, enlarged, of the locking and releasing mechanism for the visual signals.

In the above-mentioned drawings, Arepresents a rectangular skeleton frame-work of IOO iron, arranged in close proximity to and alongside the track, and adapted to be exteriorly sheathed or covered, to contain the operative parts of the electric generating apparatus, (shown as an entirety at 13,) and protect the mechanism of the latter from atmospheric influences. Since in my invention the visual danger or block signals of a railway are to be operated electrically, my primary object is to arrange an apparatus which is to be actuated only by a'single blow from a locomotive or ear wheel, which latter then renders it inoperative during the further passage of the train. Furthermore, energy at the same time must be stored to generate an electric current and control signals along the line, either at the home station or at ones in the rear of the then passing train. To successfully attain this result, I have mounted a shaft, C, transversely of the frame A, and affixed upon its front end a sectoral plate, D, provided with a single tooth, a. To this plate is pivoted a link, b, united to the connecting-lever rod c upon the rock-shaft E, which latter is actuated by the lever F, due to the impulse of the wheels of a passing train upon one of two oppositely-disposed inclined lever-bars, d d.

Each bar is pivoted at its free upraised end to the lever F, while its opposite extremity is secured in a chair, and is arranged in parallelism with and in close proximity to one of the rails G of a railway system. To maint-ain this inclined bar (Z below the rail and render it inoperative alter receiving an impact from the wheel of a passing train, and to release the same after said passage has occurred, I have secured to the frame A the upper part of a pair of bellows, II, which is stationary. The lower expansible part thereof is attached to a pair'of arms, c e', pivotally arranged upon the frame. Asecond pair of similar arms, ff, are pivoted below, while between the two sets of arms, and attached to them, is located a coiled spring, I. Furthermore, to actuate the bellows a roller, g, and hook g are attached to the free end of the arinsff, and engagea wipeream, J, upon the shaft C. Thussemirotation ofthe latter, induced by the sectoral plate D, brings the cam against the roller to contract the spring and compress the bellows, while upon a reverse movement the wiper-cam engages the hook g', and the several parts are returned to their normal inactive positions. In the operation of this electric generating apparatus B, it is very necessary that no positive sudden thrust, caused by the wheels of a passing train, should be permitted to affect the actuating parts of the apparatus, especially the mechanism composed of the ratchet-wheel K and its pawl 7i, employed to drive the rotary armature of the magnetogenerator. This driving mechanism is effected actively by a semi-rotary movement of the shaft C, induced by the inclined lever d and its interconnecting rocker-shafts and levers, and consists of a ratchetwheel, K, loosely turning upon said shaft, and to be rotated by the paw] 7i, pivoted to the arm L, which is also loosely mounted upon the shaft C and springimpelled by the spring M, coiled about the sleeve-hub Z of the said arm L. One end,j, of this spring bears upon a stud in the wiper-cam J, while the other end, j', oppositely disposed, rests against the laterally-projecting pin 7tin the free end of the pawl-earrying arm L, for purposes more fully hereinafter explained. The two ends of the spring M are normally under strong tension, and thus serve to maiutain the cam J and arm L interlocked when inactive. Furthermore, upon reference to Figs. 6 and 7, it will be observed that a portion of the sleeve hub lis removed, while theVY end adjacent to the hub of the wiper-cam J engages a lateral shoulder, in., thereon. upon an upward thrust of the link b, semirotation of the shaft C, and oscillation of the wiper-cam J, the shoulder m is disengaged from the sleevehub Z, against the tension of the spring M. Simultaneously therewith the tension of the spring M is increased by the movement of the end j, and the loose pawlcarrying arm L is now free to rotate upon its shaft, im pelled by the tension of the spring M through its end j. Thus the pawl h, vactuates the ratchet-wheel K and forces it to advance, and thereby also rotates a spur-gear, N, attached to and forming an integrali part of it. Thus the positive sudden thrust exerted by a passing train upon the sectoral plate and its operating mechanism, which would be detrimental, is overcome and obviated, while the pawl and ratchet-wheel are operated by an efiicient but powerful and yielding agency; hence no shock or j ar is transmitted to these particular parts, and the latter are not liable to be impaired or broken. Upon the passage of a train and the sudden impact arising therefrom the inclined bar d is depressed and a corresponding upward movement of the rod c and link b occurs, while rocking of the sectoral plate and shaft C is effected. This semi-rota tion of the latter wipes the cam J against the roller g, and rapidly swings the pivoted arms ff upward,compressing the spring I, located between them andthe frame ce of the bellows. This action is due to resistance offered by the sudden compression of the air contained within the time-bellows H, which can escape but slowly. Now, when the inclined bar d has been actuated and depressed, as above premised, by the 'wheel of a passing train, it is necessary to thus maintain it against the pressure ot' the bellows and prevent further action of the wheels; hence when the sectoral plate has been rocked it must be locked in order to retain the inclined bar d inactive until passage of the train past the apparatus is completed. This result is attained by the aid of a toothed arm, O, loosely pivoted at m. Said arm is in vertical alignment with the sectoral plate, and its free end extends over and is adapted to engage with said plate. This is accomplished by bending said end in the are of a circle coincident with that described by the tooth a, the center of this circle, however, being slightly Th us Y IIO eccentric from the center of rotation of the sectoral plate D, and, furthermore, in constructing upon the under side of this curved end and contiguous to said plate a series of teeth, a a, itc.

In the event of removal of the various parts of the mechanism above described for repairs or otherwise, and to facilitate the ready adjustinent of and eccentricity ofithe teeth a n on the arm O with respect to the tooth a on the sectoral plate D, l have secured the pivot of said arm, as .shown at m, to a bracket, m', adjustably bolted to the frame A. Thus the arm O is adapted to move endwise, and its teeth can readily be accurately arranged with respect to the sectoral plate and its peripheral tooth a.

Since the speed of passing trains is continually varying, the travel 'or throw of the sectoral plate will be more or less, according to said speed, and hence, to renderthe relative position of each tooth a a the same with respect to the throw-off mechanism for all positions of the plate D and bellows, I have arranged said teeth slightly eccentric to the path of travel of the tooth a, as abovefull y described. XVhen the sectoral plate has engaged the toothed arm O,said plate D is to be held locked fora certain interval of time, when it is rel leased, and this is effected as follows: By the swinging up of the arms ff against spring I and frame e e ofthe bellows, sudden compression of air in the latter creates resistance against the spring I, which is compressed, and during the gradual expulsion of the air and collapse of the bellows this spring exerts a downward forccupon the wiper-cam J, which, together with its shaft Gand sectoral'plate D, are now held rigid by interlocking of the tooth a on the latter with the toothed arm O. These parts are thus held until a gradual collapse o1' the bellows effects their release and an uprising of the inclined,lever-bars d d by means of a lever, I which is loosely pivoted to astud, p, projecting inwardly from the side of the frame A. This lever is composed of the arms q r. The end of the latter rest-s beneath the pin r',

set in the toothed arm O, while the free end of` arm q lies above and on the adjustable strut, g', aiiixed laterally to the arm c near its pivot end.

The strut q' is rendered adjustable upon the frame-A in order to regulate the release ofthe sectoral plate, caused by the collapse ofthe bellows. Thus it willbeseen that the nearer said strut is placed toward the pivotal stud p of the throw-off lever P, the more quickly will it engage the free arm gofsaid lever,and correspondingly less movement ofthe bellows is required, while the sectoral plate is released much sooner than if said strut were placed more toward the free end q ofthe throw-olflever; hence the time ot' release effected by the bellows may be adjusted in this way as well as by permitting the air under pressure in said bellows to escape more or less freely, `as may be desired; Thus it will be perceived that while the spring I acts to compress the bellows and discharge the air therefrom, the free end q of the lever l? is raised as the bellows collapse, and simultaneously actuates the armr, which wipes beneath the stud 1" and disengages the arm O from the sectoral plate, which now returns to its previous position, again intlating the bellows. The time duringwhich the inclined lever-bars d d are maintained inactive is regulated by the rapidity with which the air suddenly compressed within thebellows is permitted to escape, and to this end I have inserted a discharge-valve, s, inthe metallic box Q, connecting with the bellows.

Brieiiy, the operation of this portion of the electric generating apparatus and the co-operating instru mentalities above described are as follows: Upon passage of a train thereby and impaet'upon the inclined bard thelatter is depressed and by aid of the interconnecting shafts and lever-rods rocks the sectoral plate D, the tooth cof which engages one of the teeth n, dependent upon the speed of the then paSS- ing train, and the parts are locked and held fixed for the time being. Coincident with this movement of the plate D the wiper-cam J impinges against the roller g and compresses the spring I, as before premised. Owing to the now rigid position of the bars ff', the spring I is free to expand upwardly as the air compressed within the bellows is gradually expelled, carrying'and lifting the frame e e", which supports the lower portion of thebellows, and likewise the strut q. This strut now lifts the end q of the lever P with the aid of arm r and stud r, when the toot-hed arm O is disengaged from the sectoral plate, and this occurs when thc bellows are in a collapsed condition. exerted oppositcly, and the cam J now engages the hook g' and returns the frame e c and arms j' f downward, again reiilling the bellows. Coincident with the semi-rotation of the shaft C and the rocking of the wiper-cam J the shoulder m of thelatter is advanced away from the loose sleeve Z of the pawl-bearing arm' L. The latter is now free to advance and actuale the ratchet-wheel K and spur-gear N, which latter meshes with a pinion, Q, upon the shaft Q', also carrying the wheel R. This wheel cooperates with a second pinion, It', affixed upon the armature-shaft of a magneto-generator. Upon reverse downward movement ofthe sectoral plate D, rock-shaft C, and wiper-cam J the pawl h and arm L are swung backward by means ofthe sleeve Z. `The latter is now in contact with and abuts against the shoulder m upon the wiper-cam, which latter compels its return inactively over the teeth of the ratchetwheel, in readiness for a repetition of an active advance stroke. i

The magneto-generator is of any ordinary construction, and is composed of a rotary armature, S, revolving in a field of fixed magnets, S S. The current generated is circuited through posts t t and wires 2 3, the'nce by branch wires to the signal-operating appara- The tension ofthe spring I is now IIO tus, which is to be located atsuitable distances along the track. In the event ofa train stopping upon the inclined bars d d, or passing very slowly overthem, the movemcntof the ratchetwheel and its intercommunicating train of gears might not actuate the armature S with sufficient rapidity to generate the necessary current to operate the signals. To obviate this difiiculty,Iliaveprovided mechanism by which the armature is held stationary until the movement and travel of thesectoral plate vdue to the then passing train is almost completed, when said armature is released, and the energy stored within the spring M is permitted to quickly and rapidly actuate the ratchet-wheel K and spur-gear N, which transmits vhigh speed to the armature. Upon reference to Figs. l and 8, a loosely-mounted bifurcated lever, T, is shown upon the shaft Q. One end, u, of this lever is forcibly drawn against the head of the armature asabrake-lc'ver by means of the spring u. The other arm, e, extends above the shaft C, and co-operates at suitable intervals of time with a cam, U, rigid upon and actuated by said shaft. Now, it is evident that semi-rotation of the shaft C and rocking of the plate D and wiper-cam J would ordinarily rotate the armature S of the magnetogenerator at once; but the brake-lever T now firmly holds said armature. Likewise the ratchet-wheel K and pawlbearing arm L, loose on the shaft C, are also held fast by the intermediary train of gears, N Q R R. The resultant action is as follows: The shaft C is gradually moved by the slowly-passing train, while the tension of the spring` M is likewise increased, due to the advance of the free end j with the wipencam J, it being understood that the end j is now held fixed by estoppage of the armatura) until sniiieient energy is stored in said spring M. This is effected almost at the completion of the active rocking movement of the sectoral plate and shaft C. rThe latter has now carried the cam U to a position in which it impinges against and lifts the arm v of the lever T, and thereby removes the brake-lever u, when the armature S revolves rapidly and efiiciently. During the time the sectoral plate D is held locked the brake-lever is kept clear from the armature by the cam U, and said armature is free to rotate to the extent of the energy stored within the spring, or until thelatter has rotated the sleeve lof the pawl-arm L again into contact with the shoulder mnpon the wiper-cam J.

The purpose ofthe above-described combination of mechanism, termed the electric generating apparatus7 B, as before premised, is to create a current by means of which electro-magnets controlling visual block or other signals are actively operated. This si gnal-operating mechanism or apparatus is arranged as an entirety, A2, in close proximity to the generating apparatus B, and mounted upon a post above the latter. Supported uponsaid post and bolted thereto is a rectangular open frame, B2, adapted to receive and within which the operating parts are located and protected from the weather. The primary features of this apparatus consists in a coiled spring contained within a drum, C2, constructed with a ratchet-wheel, E2, and loosely mounted upon the shaft a, journaledin the frame B2. To the rear of the drum C, and affixed to the same shaft, is a spur-gear, D, which is operated by the tension of the spring within Vthe drum aftei the manner of clock mechanism. In vertical alignment with the shaft a are disposed a series of counter-shafts, a a" a5, with a train ofgears mounted upon them. Activity of this Ytrain of gears is'effected by the coiled spring before Inentioned, which is wound in part by the action of each passing train upon the generating apparatus B through thc bellows H, air being conveyed therefrom by a pipe, w, attached to the box Q2 at x, to a circular receiver, F, closed at the top by a liexible diaphragm, bt. A vertical rod, c, unites this latter with a pawl-earrying arm, d, secured upon the shaft a2. Thus upon compression of the bellows H, due to the passage of a train, air is expelled forcibly into the receiver F2, expands the diaphragm, which lifts the rod c2, and actuatesthe pawl upon the arm d2, causing the ratchet-wheel to rotate, and winds the spring which is locked and held by the pawl d5.

Excessive winding of the spring is prevented by the epicycloidal wheel G2, constructed with a convex portion, ci, adapted to abut against the tooth f rotating with and secured to the ratchet-wheel E2. Vhen the spring (not shown) is wound, or partly so, the train of gears are in a condition to rapidly1 rotate a regulator, R2, with fans q2 g3, whenever the interlocking latches H2 H are removed. These gravity-latches are attached to rocker-shafts h2 hf, placed in struts projecting oppositely from the frame B2, and are composed in part of vertical arms 2 i3, which alternately engage at intervals of time the fans g2 g3, and in part of the horizontally-disposcd arms 72 j, which enter a locking-pallet, l?, and alternately serve to hold the visual signal in the position desired and maintain it against any accidental movement or partial rotation arising from the wind or other. causes.

By reference to Fig. 12 the relative positions of the pallet and its co-operating mechanism will be readily understood. This pallet is located upon the shaft a, and is annularly recessed at k2 to receive the arm js, and is further provided with four peripheral slots, 4 5 6 7, arranged in quadrature. Lateral studs Z2 l are disposed in the ends of the arms jij", and alternately engage the said slots. 4t 5 co-operate with the stud Z3, while 6 7 engage the stud Z2. Each arm in turn becomes active upon release of the opposite arm and return of the latter to a state of inactivity. As shown, the tension of the coiled spring within the drum Cg is now operating to turn the shaft as; and when the stud is lifted from the slot 5 the arm i* is disengaged from the fan g2 and the regulator revolves, while the pallet carried by the IOO IlO

shaft is free to turn ninety degrees and operate the signal. At this time the stud Z`I drops into the slot 6, while the arm t3 is moved inwardly in unison and engages one of the regulater-fans, and the operating train of gears is stopped and thesignal is locked.

Movement of the visual signal (not shown) which surmounts the si glial-shaft J 3 is obtained by and through a pair of ruiter-gears, K2 K3, respectively,upon the shafts J2 a3. Alternating movements of the latches H'l H3 are effected by exciting the electro-magnets L2 L3, which attract the armatures m2 m3 upon the rockershafts 7b3 h3 to actnate the latter. Moreover, as shown in Figs. 1l and l2, the latch H3 is rendered active by its tilting inward, consequent upon the engagement of the stud Z3 in the slot 5. On the other hand, the latch H2is rendered inactive, since it is thrown outwardly and held so by the stud Z3, resting upon the periphery of the pallet.

Presuming the generating and signal-operating apparatus B B2 are located at the same place upon a block railway system, the positive wire 2 from the magneto-generator4 connects with branch wire a, and upon the passing of a train the electro-magnet L2 is excited and actuates the armature m3, rocks the latch H2, and releases the fan-regulator to set thc signal to dangein rlhis latterhas just been operated, and its shaft J 3 is represented in Fig. 11 aslocked by the opposite and corresponding latch, H3. rIhe current through the magnet L2 returns by branch wire y2 to negative wire 3, connected with the magneto-generator. To return this signal to safety, similar generatingagparatus is located at the next station beyond, and upon 'the passage of this train thereby two wires, corresponding to wires 2 and 3, (shown,) respectively connect with the branch wires x3 g3 and convey and return the current generated through theelectro-magnet Li, the armature m3 is attracted, the latch H3 rocked, and the pallet I2 and fan-regulator released, while the signal rotates ninety degrees, and is then locked by the tilting of the latch H2, due to the engagement of the stud Z3 with the slot 6.

I claiml. The primary double-inclined levers actuated by the impact from a passing train, .the time-bellows operating to retain said levers inactive, in combination with the magnetogenerator and its driving mechanism,as herein described, likewise actuated by the same impact to excite electro-magnets controlling visual signals along the line, substantially as stated.

2. The ti nie-bellows H, the swinging frame c c', to which it is attached, and armsff, having a spring, I, therebetween, in combination with the wiper-cam J, its actuatingshaft C, rocked by t-he impact from a passing train, the sectoral plate D, having tooth a, and the toothed arm O, adapted to be released by the bellows, substantially as described.

3. In combination, the wiper-cam .Lits actuating-shaft C, rocked ,by the link b and lever c, caused by the passing of atrain, the sectoral plate D, the toothed arm O, engaging the latter, the pivoted releasing -lever P, and the lspring-actuated bellows operating the latter in their collapse, substantially as and for the purposes stated.

4. In combination, the double-inclined levers operated by a passing train, the springimpelled time-bellows, the actuating sectoral plate, the toothed pivoted locking-arm, its

stud r', the adjustable strut q', carried by the frame e c', and the releasing-lever l?, with its arms q r, operating to release the lockingarm .upon collapse of the bellows, as herein set forth and described.V

5. The combination, in an electric railwaysignal, of the niagncto-generator, its rotary armature, and the intermediary gear-train pellcd by a rocker-shaft .having a pawl-bearing arm loosely mounted thereon and connected with it by a spring medium uniting said pawiarm and a wiper-cam, the latter affixed upon said shaft, which is rocked by impact caused by a passing train, substantially as stated.

6. The sectoral plate D and its shaft C, actuated by a passing train, the wiper-cam affixed thereon, and the ratchet-wheel K and pawlbearing arm L, both loose upon said shaft, in combination with the spring M, disposed upon the sleeve Z, and with its endsjj secured, respectively, to said arm L and cam .I ,whereby rocking movement ofthe shaft increases tension in the spring M and compels the ratchet to rotate, all for purposes herein specified.

7 rIhe rocker-shaft C, and the wiper-cam J, affixed thereon and provided with the shoulder on, in combination with the driving mechanism of the armature, consisting of the ratchetwheel K, loose upon said shaft, the pawl h, attached to the arm L, with its sleeve Z also loose upon the shaft O, and the spring M, normally under tension, interconnecting cam J with arm L, all cofoperating as herein set forth, whereby partial rotation of the shaft energizes the spring and compels the ratchet to rotate, substantially for the purposes set forth.

8. In electric railway-signals, the combination, with the double-inclined levers d d, the sectoral plate D, and rock-shaft C, with its armature-driving mechanism, as described, and the gears N Q, R It', of the magneto-generator and its armature S, held fixed `by the lever T, spring-actuated at a', substantially as herein specified and stated.

9. In electric railway-signals, the combina tion, with the double-inclined levers d d, the sectoral plate toothed at a, rock-shaft C, and the armature-driving mechanism thereon, as

described, which impels the intermediary gear- IIO tates the signal-shaft, the two-armed gravitylatches to stop and start the shaft, and which co-operate with electro-magnets excited by a magnetogenerator actively induced at cach passage of a train, substantially as stated.

11. In electric railwaysignals, the pallet I2, provided with the slots 4t 5 6 7, the shafts a3 J2, carrying the gears K3 K2, respectively, and operated by clockwork mechanism, in combination with two-armed gravity-latches H2 H3, having the studs Zl Z and armatures m2 m, alternately attracted by electro-magnets L2 L3 to start and stop the fanregulator RF, and controlled by electric currents from a magneto-generator actuated by the passage of a train, all co-operating substantially as herein described.

12. The combination, with a magneto-generator, its armature S, rotated by its driving mechanism, as herein described, by the passing of a train, the circuitwires 2 3 therefrom, Wires x2 gj m3 y, interconnecting the electric magnets L2 L, of the gravity-latches H2 H3, rocking upon the shal'ts 7b2 h, which latter carry the armatures m2 m3, the arms l2 i3, engaging alternately the fan-regulator to stop the signal, and the armsjlja, successively en gaging the pallet l2 to lock saidrsignal, substantially as herein set forth.-

13. In electric railway-signals, a magnetogenerator operated by the passage of a train ,to inducca current, and the electromagncts said plate, and cooperating with the latter tov hold the primary levers inactive, as and for purposes set forth.

15. The combination, with the donbleinclined levers d d, the sectoral plate D, connected therewith, the toothed pivotal locking arm O, and the rock-shaft C, with its wipercam J, of the bellows H, the bellows-frame e c', and the adjustable strut q upon the latter, to operate the throw-off lever l? upon collapse of the bellows, substantially as herein described.

16. In combination with the primary inclined. bars, the con necting-levers and the sectoral plate with the spring-actuated time-bellows actuated thereby, the toothed arm adapted to engage said plate, and its releasing mechanism cooperating substantially as and for purposes described.

In testimony whereof I atx my signature in presence of two witnesses.

' EDVARD M. CHASE. lVitn esses:

H. E. LODGE, RICHARD SMITH. 

